Railway-switch



4 1 saV 40 f i D. QUINTAL.

RAILWAY SWITCH.v

APPLicATloN FILED N0v.1, 1919.

Patented oct. 12, 1920.

2 SHEETS-SHEET l.

'HIHHHH' Patented 001.1219211.

2 SHEETS-#SHEET 2.

/forneg l etiic-ient, durable anc UNTED QFATES ATFNT OFFICE.

DOMINA Q'UINTAL, OF MONTREAL, QUEBEC, CANADA, ASSIGNOR 0F ONE-HALF TO ROSARIO DRY, 0F MONTREAL, CANADA.

`RAILWAY-SW'IT CH.

Specification of Letters Patent.

Patented Oct. 12, 1920.

Application filed November 1. 1919. Serial No. 334,991.

To all w imm t may concern.

kBc it known that l, DOMINA QUINTAL, motorman, a British subject, residing at 3230YL Letang street, in the city of Montreal, in the Frovince oit Quebec, in the Dominion or" Canada, have invented certain new and useful Improvements in Railway-Switches; and l do hereby declare that the following is a full, clear, and-exact description of the same.

The present invention relates to improvements in a railway switch. The main 0bjects of the invention economical switch and mechanism which may be readily operated by an approaching car, running in either direction. Another import-ant object is to provide a switch that cannot be clogged by snow7 detritus, stones, etc., on` account of the vertical operation of the frogs.4

In order to Vmore clearly understand the construction and operation of the invention, reference should be made to the accompanying drawings forming part ot the present application.

In the drawings Figure 1 is a top plan view of the invention.

F ig, 2 is a side elevation view of the invention with one of the sides of the switch mechanism removed.

Fig. 3 is a side elevation view of the invention, with a casing of the switch mechanism partly brolren away; the frogs being shown in a different position as illustrated in Fig. 2.

Fig. e is a detailed side elevation of the main frog operating member.

Fig. 5 is a top view of the main frog operating member.

Fig. 6 is a side elevation of the operating cam.

Fig. 7 is a side elevation of a portion of the invention with one oi the sides of the casing partly broken away to disclose the operating cam, showing a car truck and switch operating member carried thereby.

Fig. 8 is a perspective view of one of the main lines of the frog.

Fig. 9 is a perspective view of the switch line frog.

Like numerals of reference indicate'corresponding' parts in each figure.

lWith reference to the drawings:

1, indicates a casing either formed. in-

are to provide a simpleV tegrally with or formed separately from, and then secured to a rail section and casing forming together a long narrow box `in which isinclosed the switch mechanism. This casing is provided with a plurality of horizontal brackets or supports 2 on which may be provided anti-friction rollers, not. shown in the drawings. The rail section is provided with a switch line section 3 each of said sections being provided with the usual wheel grooves 4l. At the intersecting point of the switch line section and the main line section, are provided two longitudinal tapered frog holes 5 and 6 respectively which are bored through the bottom of the wheel grooves e, and communicating with the casing 1. The frog hole 5 is provided in the wheel groove of the switch line section and the frog hole 6 is provided in the wheel groove of the main line section. Adjacent one end or" the said main lineV section is also provided in the wheel groove a longitudinal and elongated hole 7 and 8 is another hole, preferably shorter, provided in the saine wheel groove on the opposite side of the frog hole 6.

rFhe casing 1 is preferably enlarged intermediate of its length to form a casing 9 adapted to receive a supplementary switch operating mechanism which will be hereinafter described. 10 is the frog operating member which consists of an elongated arm longitudinally disposed in thecasing 1 and adapted to be supported and slide to and fro on the brackets 2. A plurality of zig-zag cuts or depressions 11 are provided on the upper edge oi" said member 10.I whereby oblique and supporting lugs 12 are formed. At one end of said member is provided on the upper edge a longitudinal slot 13 in which is pivotally secured the movable grippingelement 14 mounted on the pin 15. On the opposite end of the said member 10 is provided a hole 16 in which issecured the pin 17 connect-ing said member to the lever 18 which is pivotally mounted in the hole 8 on the pin 19 and made to project through said hole when the member 10 is moved in one direction. Intermediate or said memberlO and on one side is also provided a rack 20 which may be made integral with said member or secured thereto. On the opposite side of said member are provided adjacent said Zig-Zag depression 11, referably two horizontally projecting pins 21.

lio

rlhe function of the lugs 12, rack 20, gripping element 14 and pins 21 will be eX- plained hereinafter. ln the tapered hole 6 provided in the wheel groove of the main rail section is adapted a correspondingly tapered frog element 22 which movably lits in said hole and is provided with a horizontally and longitudinally extending shoulder 23 which is adapted to rest under the top of the casing 1 and prevents further upward movem nt of the frog element. @n

' the under edge of said element are provided zig-zag depressions 24 forming downwardly projecting lugs 25 adapted to interlock in the zig-zag depressions 11 and lugs 12 provided on the upper edge oi the frog operating member 1G. These lugs and depressions are so that when the said member 10 is moved on longitudinally, the frog 22 will be made to ascend or descend through the hole 6.

The lugs 12 on the operating member 10 are so adapted that they will engage the depressions 24 on the frog element 22 when the said frog is in its lowermost position. Nhen the operating member 10 is moved horizontally the lugs 12 and 25 will come one above the other and thereby form a solid rest thus preventing the fall of the frog. This is a most important feature of the present invention as the frog will be securely locked in its upper position and can be unlocked only by a horizontal movement of the operating member 10. The frog element 22 is also provided at one end thereof with a slot 26 adapted to receive the apex of the angle formed at the intersection oi the main and switch section. The opposite end of said frog element 22 is curved to form an abutment 27'which is adapted to rest against a cross wall 28 provided in the casing, when it is in its' lowermost position. Adjacent said frog 22 is movably disposed in the Jrog hole 5 the switch frog element 29 which is also tapered to lit easily in said hole, said frog being provided with a plurality of depressions 30 adapted to form-hoolr-shaped recesses 31. 32 are pawls pivotally secured in one of thewalls of the casing 1 and so disposed as to engage at their upper ends the recesses 31 and at their lower ends they are pivotally mounted on the pins 21 provided on the operating member 10. lt will readily be seen that on moving the member 10 in one direction, the pawls 32 will be tilted in the opposite direction, so that when the main frog 22is moved upwardly simultaneously the switch frog 29'will be moved downwardly. Naturally when the frog 29 is in its uppermost or operative position it will be locked and held rigid in this posi- Vtion unless the' operating member 10 is moved horizontally. The switch frog element is also provided with an abutting end 33 which is adapted to rest against the cross wall 23 in the casingl- Y The main and switch frogs are operated in two preferred ways as disclosed in the drawings. One way is practically auto- Vmatic while the other way is somewhat similar, to that now employed, that is by means ci a key which may be inserted in a lrey hole 34 provided at the end of the stub shaft 35 which is vertically journaled in the bottom and top of the casing 9 forming part of the main casing 1. @n this stub shaft 35 is mounted a toothed quadrant 36 which 'is adapted to engage the rack 2O on the operating member 10. It is evident that by turning the stub shaft 35 by means of the heT the said member 10 will be moved one way or the other, thus operating the Jfrogs. This apparatus and method should be used it desired in emergency cases.

rlhe member 10 controlling the vertically movable switch sections 22 and 29 is prefer ably automatically operated by the "following` mechanism: ln a suitable channel in the walls ot the casing 1 is provided a cam i member 37 shown in 6. rlhis member 37 comprises a spiral thread 39 adapted to project upwardly through the opening or hole 7 provided in the wheel groove of the rail to be acted upon by an approaching car entrain as will be hereinafter described. m Y

ihe cam 3l is provided with a pair of cams 33 adapted to engage the gripping member 14 pivoted to the controlling member 10 ywhich are so related to the opposite sides of the gripping member 14 that they may engage either one or the other of the sides of the member 14. For instance as shown in Fig. 2, the cam 3S to the right oi' the rod is in position to engage the right-hand side oi'f the lever 14; and., it the cam member 37 is rotated at this time, the right-hand side of the lever 14 will be depressed moving the lett-hand side up into position to beengaged by a cam 41 providedon the cam member 37. The continued rotation ofV the cam member 3'!" will cause this cam 41 to engage the left-hand side oi' the lever 14 and by means ci the latter moves the controlling member 10 to the right to the position shown in Fig. 3. li the member 37 is again rotated while the controlling member 10 is in the position shown in Fig. 3 the cam member 38 on the left-hand side will raise the righthand side of the lever 14 into position to be engaged by a cam 40 at the right. rlhe continued rotationV of the member 37 will cause,rby the engagement of the cam 4l) with the right hand side oi the lever 14, a movement of a controlling member 10 toward the lett and thus change the relation of the switch sections. will be seen therefore that the controlling member 10 will always be moved. from the position it occu pies to the other position at each single rotation of the controlling member 37.

The eccentric roller member 3T is preferably operated by means of the trip or hook carried by the car truck illustra-ted in ligure T of the drawings and comprises an arm l2 pivotally secured to any suitable part of the truck frame, and slightly bent and provided at one end with a rather narrow grip adapted to engagethe spiral thread 39 which projects through the hole 7. The'gripping end of said trip preferably slides in the wheel groove when it is dropped to operate the eccentric roller member. it the other end of said trip 42 is provided a spring which is secured to the truck frame whereby the said trip will be made to keep in close contact with the wheel groove. Adjacent the' gripping end of the trip is secured an operating cord 44 which passes over convenient pulleys and projects through the flooring of the car close to the motorman, the said cord et being adapted to be operated by a hand lever 4:5.

It is obvious that. when member 10 is moved horizontally and one of thefrogs is moved in position, the lever 18 will be simultaneously operated. The object of this lever is to provide means of moving back into the nonope-rative position the frog'element 22 if a car comes on the opposite position on the main line.l When the frog` 22 is in its lowermost position, the lever 18 is also down, as disclosed in Fig. 2 of the drawings.

The track sections are locked against movement relatively to one another except by the movement of the controlling member 10 by the particular cam formation of the projections 12 and 25 so that the track sec'- tions cannot be moved except by operation of the pinion 36 through the socket 34 or by the rotation of the cam member 37.

The operation of the invention is obvious 'from the foregoing description and it must be understood that changes may be made in the construction, arrangement and disposition of the different parts of the invention and it is meant to include all such in this application, in which only a preferred form has been disclosed.

llhat l claim as my invention is 1. In a railway switch, the combination of a frameincluding main and side track section; a switch section mounted in said frame for vertical movement to and from operative position: automatically operated mechanism for causing said switch section to be moved to operative position, said mechanism comprising arms pivoted in said frame and connected to the switch section to move the same to and from operative position; another switch section mounted in said frame for vertical movement to and from operative position; and camming means associated with the automatically operated mechanism for causing the last named switch section to be moved in a vertical plane in direction opposite to the direction o f the .first named switch section.

2. In a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of said sections; and automatically operatedy means for raising one of said switch sections to operative position -while lowering the other switch section to inoperative position, said mechanism comprising pivoted arms connected to one of said switch sections and camming means engaging the other of said switch sections. i Y

3. In a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of'said sections and mounted in said frame for independent movement in a verti-V cal plane; and automatically operated means for raising one of said switch sections to operative position while lowering the other switch section to inoperative position, said mechanism comprising` pivoted arms connected to one of said switch, sections and camming means engaging the other of said switch sections.

t. ln a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of said sections and'mounted in said frame for independent movement in a lvertical plane; a reciprocatory operating member mounted in said frame; bell cranks mounted in said frame and connecting the reciprocatory member to one of said switch sections; cams on said reciprocatory member adapted to control the other of said switch sections; gear teeth on said reciprocatory member: and a pinion Vmounted in said rframe and adapted to operate said reciprocatory member to move either of said switch sections to operative position while moving the other of said switch sections to inoperative position.

5. In a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of said sections and mounted in said frame for independent movement in a vertical plane; a reciprocatory operating member mounted in said frame; bell cranks mounted in said frame and connecting the reciprocatory member to one of said switch sections; cams on said reciprocatory member adapted to control the other of said switch sections; gear teeth on said reciprocatory member; a pinion mounted in said frame and adapted to operate said reciprocatory member to move either of said switch sections to operative position while moving the other of said switch sections to inoperative position; lugs mounted on said reciprocatory member; and a rotatable camming member ada ted to engage said luO's and o erate D b b tical plane; a reciprocatory operating mem-k Iber mounted 1n said frame; bell cranks mounted in said frame and connecting the reciprocatory member to one of said Vswitch sections; cams on said reciprocatory member adapted to control the other of said switch sections; gear teeth on said reciprocatory member; a pinion mounted in said frame and adapted to operate said reciprocatory member to move either of said switch sections to operative position while moving the other of said switch sections to inoperative position; lugs mounted on said reciprocatory member; a rotatable camming member adapted to enga-ge said lugs and operate said reciprocatory member; and means on said rotatable camming member adapted to be engaged by a member on an approaching car for rotating said rotatable member.

7. In a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of saidv sections; automatically operated means provided in advance of said switch sections for raising one of thek said switch sections to operative position while lowering the otherv switchsection to inoperative position, said means being operable by an approaching car and comprising pivoted arms connected to one of said switch sections; camming means engaging the other of said switch sections; and means located at the other side of said switch sections for rendering one of said switch sections inoperative, said last named means being operable by a car approaching theswitch from the opposite direction.

8. VIn a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of said sections and mounted in said frame for independent movement in a vertical plane; a reciprocatory operating member mounted in said frame; bell cranks mounted in said frame and connecting the reciprocatory member to one o1 said switch sections; cams on said reciprocatory member adapted to control the other of said switch sections; lugs mounted on said reciprocatory member; and a rotatable camming member adapted to'engage said lugs and operate said reciprocatory member.

9. In a railway switch, the combination of a frame including main and side track sections; a switch section associated with each of said'sections and mounted in said frame for independent movement in a vertical plane; a reciprocatory operating member mounted in said frame; bell cranks mounted in said frame and connecting the reciprocatory member to one of said switch sections;'cams on said reciprocatory member adapted to control the other of Isaid switch sections; lugs mounted on said reciprocatory member; a rotatable camming member adapted to engage said lugs and operate said reciproca'tory member; and means onfsaid lrotatable camming member adapted to be enga-ged by a member on an approaching car for rotating said rotatable member.

Signed at Montreal, Quebec, Canada, this 25th day of September, 1919.

DOMINA QUINTAL.

Witnesses Y C. PATENAUDE, CLAIRE FONTAINE. 

